Controlling-valve.



S. S. SMITH.

CONTROLLING VALVE.-

APPLICATION FILED FEB. 2, 1911.

Patented Aug. 26, 1913.

3 SHEETS-SHEET l.

ATTORNEYS S. S. SMITH. CONTROLLING VALVE;

APPLIOATION FILED P213. 2, 1911.

a SHEETS-SHEET 2.

Patented Aug. 26, 1913.

v vl if... 111 K lllliVE/VTOR 557M565 SMITH ATTORNEYS COLUMBIA PLANOGRAPH C0..WASHINGTON. D. cv

WITNESSES: 3W 6 (Ta/61M s. s. SMITH.

CONTROLLING VALVE.

APPLICATION FILED FEB. 2, 1911.

Patented Aug". 26, 1913.

3 SHEETS-SHEET 3.

69/ WITNESSES J?? ATTORNEYS 'TTED STATES PATENT orria.

SEAMER S. SMITH, OF OSAGE, IOWA.

CONTROLLING-VALVE.

To all whom it may concern Be it known that I, SEAMER S. SMITH, a citizen of the United States, and a resident of Osage, in the county of Mitchell and State of Iowa, have invented certain new and useful Improvements in Controlling- Valves, of which the following is a specification.

My invention is an improvement in controlling valves, and consists in certain novel constructions and combinations of parts hereinafter described and claimed.

The object of the invention is to provide a valve of the character specified, for use in air brake equipments, for controlling the distribution of the air from the train pipe and signal pipe to the triple valve, by means of which the triple valve and brake mechanism of any car may be connected with the atmosphere, while retaining a connection between the train pipe and the auxiliary reservoir.

The improvement is for the purpose of controlling the distribution ofthe air as it passes from the pipes which supply the air pressures; (said pipes being known in air brake equipments, as the train pipe and signal pipe,) to the triple valve. The connection from the train pipe to the triple valve is made, in the present equipment, by a short piece of pipe connected at one end to the train pipe and at the other end to the triple valve, and the triple valve then distributes this air pressure to the auxiliary reservoir and the supplementary reservoir, and from the auxiliary reservoir the air is supplied into the supply tanks containing the water for service in the wash basins and toilets or any other connections made to this tank, and this water is forced, by air pressure, into the connections, leading from this tank.

Referring to the drawings forming a part hereof, Figure 1 is a plan view of the improvement with the parts in one position. Fig. 2 is a similar View with the parts in another position. Fig. 3 is a section on the line 33 of Fig. 4. Fig. 4 is a section on the line 4l4 of Fig. 1, Fig. 5 is a perspective view of the valve, and Fig. 6 is a diagrammatic view of the valve and its connect-ion.

hen the air brake equipment of a car becomes disabled, in the ordinary method of controlling the air, the car must be stopped, and the valve in the connecting Specification of Letters Patent.

Application filed February 2, 1911.

Patented Aug. 26,1913.

Serial No. 606,183.

pipe between the train pipe and the triple valve must be closed to cut the car out of the system. When the car is cut out, the

brake mechanism of the car is bled, and no air pressure remains for operating the water supply system of the car, since the air from the auxiliary reservoir is utilized to distribute the water.

The present invention is designed to obviate the inconvenience and danger, and the present embodiment comprises a mounting plate or base 1, adapted to be arranged in the car, and the plate is provided with a central opening 2, for receiving a central stem 3, on the valve 1. The said valve is cylindrical in form, and the stem 3 is threaded, as is also a similar central stem 3- on the other face of the valve. Each of the stems is plain for a short distance adjacent to the face of the valve, the said plain portion on the stem 3 being within the opening 2 of the base. The valve is held to the mounting or base plate, by means of a nut 5 threaded onto the stem 3, and locked by a lock nut 6. The valve is inclosed in a housing composed of the base plate before mentioned, a case or body 7 and a face plate 8, having a central opening for receiving the plain por tion of the stem 8, and the plate 1 and the face plate 8 are secured to the case or body by screws 9. A handle 10 is provided with a hub 11 threaded onto the stem 3 and the handle is held in place by a nut 12, which is locked by a screw 13, engaging registering threaded grooves in the hub stem and nut. The valve is provided with an angular port or passage consisting of two parts 14 and 15, each being at an angle to a radius of the valve, and meeting at their inner ends to form a complete passage. The case 7 is provided with a plurality of radial ports, seven in number, and designated by the numerals 16, 17, 20, 21, 22, 23 and 29. The ports are arranged in spaced relation, and each port has threaded thereinto an elbow 7 for connecting the port with a suitable pipe. The port 21 is the inlet to the valve casing from the train pipe, and the port 22 is the outlet from the valve casing to the triple valve. The port 16 is the inlet portto the valve casing from the triple valve, while the port 17 is the outlet from the valve casing to the auxiliary reservoir. The port 20 is the outlet port of the valve casing to the atmosphere and the port 23 is the inlet valve from the train pipe to the valve casing in the cut-out position, the port 21 acting as the inlet when the valve is in the service position. Since the valve casing is interposed in the connection between the train pipe and the triple valve and also in the connection between the triple valve and the atmosphere, it will be evident that the said valve casing will have an outlet to the triple valve and an inlet from the triple valve, and also will have an outlet to the train pipe and an inlet from the train pipe.

The base plate 1 is provided with a plu rality of laterally extending posts 18 and 18, each of which is provided with a notch 19 in its side for receiving the handle 10, and the posts are arranged at an angular distance of from each other. When the handle is engaged with the notch 19 of the post 18, the valve is held in the position shown in Fig. 1, that is, in service position, and when the handle is engaged with the notch of post 18 the valve is held in the position shown in Fig. 2, that is in the out out position.

A valve 25 is arranged on the base, in a casing 26 secured to the base, and the valve is operated by a handle 2 1. The casing 26 is connected with the train pipe and when the valve handle is moved in the direction of the arrow in Fig. 1, the brake is applied. This valve performs the function of the usual emergency or conductor valve.

The valve 4:, Fig. 5, is provided with a passage 27, in the form of a slot on its periphery, extending from the portion let of the passage, toward the portion 15, and lying in the plane of the passages.

lVhen the valve is in service position, as shown in Fig. 1, the train pipe pressure passes from the train pipe through the port 21 by the passage 28 of the valve and the port 22 to the triple valve. The same pressure passes from the triple valve by way of the port 16 to the valve casing and through the passages 14, 15 of the valve and the port 17 to the auxiliary reservoir. The ports 20, and 29 are closed by the valve when the valve is in the said service position. When the valve is in the cut-out position shown in Fig. 2, the train pipe pressure passes from the train pipe to the port 23 of the valve casing through the passage 28 of the valve and the port 17 to the auxiliary reservoir, and a pipe is arranged between the auxiliary reservoir and the supplemental reservoir having a check valve. The pressure from the triple valve passes to the port 16 and by way of the passages 15 and 1% of the valve, and the port 20 of the valve casing to the atmosphere, the said port being unobstructed to the atmosphere.

lVith the controlling valve in the above position, air passes from the brake cylinder head to the port 29 of the groove 27 of the valve and port 20 to the atmosphere, thus draining all of the air pressure out of the brake cylinder, and releasing the air brakes and keeping them released, while, at the same time, the pressure from the train pipe 70 is passed into the auxiliary reservoir, keeping the same charged with train pipe pressure, and consequently keeping the proper pressure on the water tanks, while the air brakes are out of service. In this position ofthc valve, the ports 21 and 22 are closed by the valve. Should for any reason it be necessary to cut out the brake mechanism, the handle 10 is moved into the position shown in Fig. 2. The triple valve is now connected by port 16, passages 15-1 and port 20 to the atmosphere. The auxiliary reservoir is connected by port 17, passage 28, and port 28, with the train pipe, so that the auxiliary reservoir may be supplied with pressure, as may also the supplementary reservoir for operating the water-elevating means. The said supplementary reservoir is connected with the auxiliary reservoir by a suitable pipe provided with a check valve. It will be evident that although the triple valve and the brake mechanism are connected with the atmosphere, yet the supplementary reservoir is supplied with pressure, and consequently the car is not disabled.

As indicated in Fig. 6, the controlling valve is interposed in the train pipe 32. The said pipe is interrupted and one end of the pipe at the interrupted portion is connected to the port 21 of the controlling valve by means of a pipe 33 while the other end is connected to the port 22 of the controlling valve by a pipe 3 1. The triple valve 35 is connected to the port 16 of the controlling valve by means of a pipe 86, and a return pipe 37 leads from the port 17 oithe controlling valve to the auxiliary reservoir 31. The brake cylinder 30 is connected to a port 29 of the controlling valve by means of a pipe 88. The port 20 communicates with the atmosphere by means of a pipe 39 which connects with a pipe 40 leading from one end of the valve casing 26, and the said pipe 4-0 is open to the atmosphere. A pipe 41 places the opposite end of the valve casing 26 in communication with the port 23 of the controlling valve. The said pipe 41 communicates with the pipe 33 by means of a cross l2. The supplementary reservoir 43 is connected to the auxiliary reservoir, by means of a pipe 14, and a suitable check valve is arranged in the pipe.

Then the valve is in the position shown in Fig. (3, it will be evident that the train pressure is transmitted through pipe 33, port 21, passage 28, port 22, and pipe 3 1. to the triple valve, and from the triple valve by way of pipe 36, port 16, passage 1t15, port 17 and pipe 87 to the auxiliary reservoir. l/Vhen the valve is in the out out position, however, the train'pipe pressure passes the brake cylinder may pass from the cylinfrom the train pipe by way of pipe 33 to the port 23 and passage 28 of the valve to port 17 and by way of pipe 37 to the auxiliary reservoir, and from the auxiliary reservoir to the supplementary reservoir by pipe 1st. From the triple valve, the pressure passes to the port 16 by way of pipe 36, and through the passages 1 l15 to port 20, and through pipes 39 and to to the atmosphere. The brake cylinder is placed in communication with the atmosphere through pipe 38, through port 29 and through groove 27 to port 20, and by way of pipes 39 and 40 to the atmosphere.

It will be understood that the improved valve is connected with the air braking system in the following manner :The ordinary connecting pipe which connects the train pipe with the triple valve is interrupted, and that portion of the pipe adjacent to the train pipe is connected to the ports 21 and 23 of the valve in any suitable manner. The other portion of the pipe, that is, the end adjacent to the triple valve is connected to port 22 of the valve casing. The triple valve is connected to the auxiliary reservoir in the ordinary air braking system, and with the improved valve, the said connection from the triple valve to the auxiliary reservoir is interrupted. That is, the connection adjacent to the triple valve is connected to port 16, and the other end of the connection, namely, that portion remote from the triple valve is connected to port 17 The exhaust opening of the brake cylinder is connected to the port 29, and the valve casing 25-26 takes the place of the ordinary emergency valve found in all passenger coaches. In the usual air braking system, the emergency valve is arranged between the train pipe and the triple valve, and with the improved valve casing, the emergency valve is removed and the valve casing 26 is inserted in its place. The device is now in position to operate. When the valve is in service position (Fig. 1), the train pipe pressure passes freely from the train pipe through port 21, passage 28 of the valve and port 22 to the triple valve. The pressure also passes freely from the triple valve to port 16, passage 1115 of the valve and port 17 to the auxiliary reser voir. Should the braking system become disabled for any reason, the lever 10 is thrown into the cutout posit-ion of Fig. 2. The train pipe pressure now passes from the train pipe through port 23, passage 28 of the valve and port 17 to the auxiliary reservoir, and sufficient pressure is maintained in the auxiliary reservoir to properly operate the water system of the coach. Pressure may also pass from the triple valve through port 16, passage 1%15 of the valve and port 20 to the atmosphere. Pressure from der to port 29, passage 27 of the valve and port 20 to the atmosphere.

The valve 25 may be operated in either the service position or cut-out position of the valve 4; without afiecting the valve proper, and the operation of valve 1 in no manner affects the operation of the valve 25. It will be understood that the valve 25 and its casing 26 are arranged on the base 1, merely for convenience, and have no function whatever in the operation of the improved valve.

1 claim:

1. A controlling valve for use with an air brake system, comprising a casing adapted to be arranged within a car and interposed in the connection between the train pipe and the triple valve, and in the connection between the triple valve and the auxiliary reservoir, and having ports communicating with the brake cylinder and with the atmosphere, respectively, also port 23, a valve in the casing having passages for simultaneously placing the train pipe in communi cation with the triple valve and the triple valve in communication with the auxiliary reservoir while closing the ports to the brake cylinder and atmosphere, also port 23, or for placing the triple valve and'the port of the brake cylinder in communication with the atmosphere, and the train pipe in direct communication with the auxiliary reservoir, a handle connected with the valve, stops on the casing for engagement by the handle when in either position, an emergency valve mounted on the casing, and a handle for operating the said valve.

2. A controlling valve for use with an air brake system, comprising a casing adapted to be arranged within a car and interposed in the connection between the train pipe and the triple valve and in the connection 'between the triple valve and the auxiliary reservoir, and having ports communicating with the brake cylinder and with the atmosphere, respectively, a valve in the casing having passages for simultaneously placing the train pipe in communication with the triple valve and the triple valve in communication with the auxiliary reservoir while closing the ports to the brake cylinder and atmosphere, or for placing the triple valve and the port of the brake cylinder in communication with the atmosphere and the train pipe in direct communication with the auxiliary reservoir, a handle connected with the valve, and stops on the casing for engagement by the handle when in either position.

3. A controlling valve for use with all air brake systems, comprising a casing adapted to be arranged within a car and interposed in the connection between the train pipe and the triple valve, and in the connection between the triple valve and the auxiliary reservoir, and having ports communieating with the brake cylinder and with the atmosphere, respectively, a valve in the casing having passages for simultaneously placing the train pipe in communication with the triple valve and the triple valve in communication with the auxiliary reservoir while closing the ports to the brake cylinder and atmosphere, or for placing the triple valve and the port of the brake cylinder in communication with the atmosphere, and the train pipe in direct communication with the auxiliary reservoir, and an emergency valve mounted on the casing.

4-. A controlling valve for use with all air brake systems, comprising a casing adapted to be arranged within a car and interposed in the connection between the train pipe and the triple valve, and in the connection between the triple valve and the auxiliary reservoir, and having ports communicating with the b 'ake cylinder and with the atmosphere, res )ectively, a valve in the casing having passages for simultaneously placing the train pipe in communication with the triple valve and the triple valve incommunication with the auxiliary reservoir while closing the ports to the brake cylinder and atmosphere, or for placing the triple valve and the port of the brake cylinder in communication. with the atmosphere, and the train pipe in direct communication with the auxiliary reservoir.

5. A controlling valve for all air brake systems comprising a casing adapted to be arranged within a car, said casing being intel-posed in the triple valve connection with the train pipe and in the triple valve connection with the auxiliary reservoir, and having a port con'm'uinicating with the atmosphere, a valve journaled in the casing and having a passage for simultaneously placing the train pipe in communication with the triple valve, and the triple valve in communication with the auxiliary reservoir, or for placing the train pipe directly in communication with the auxiliary reservoir,

and for cutting out the triple valve from the system, whereby to retain the auxiliary res ervoir in communication with the system while cutting out the triple valve therefrom.

(5. A controlling valve for all air brake systems comprising a casing adapted to be arranged within a car, and interposed in the connection between the triple valve and the train pipe and in the connection between the triple valve and the auxiliary reservoir, and having a port communicating with the atmosphere, and a valve in the casing having means for simultaneously placing the train pipe in communication with the triple valve, and the triple valve in communication with the auxiliary reservoir, or for placing the train pipe directly in communication with the auxiliary reservoir and for connecting the triple valve with the atmosphere, and an emergency valve mounted on the said casing.

7. A controlling valve for all air brake systems comprising a casing adapted to be arranged within a car, and interposed in the connection between the triple valve and the train pipe and in the connection be tween the triple valve and the auxiliary reservoir, and a valve in the casing having means for simultaneously placing the train pipe in communication with the triple valve, and the triple valve in communication with the auxiliary reservoir, or for placing the train pipe directly in communication with the auxiliary reservoir and for connecting the triple valve with the atmosphere.

8. A controlling valve for all air brake systems adapted to be arranged within a car, and interposed in the connection between the triple valve and the train pipe, and in the connection between the triple valve and the auxiliary reservoir and having ports communicating with the atm0sphere and with the brake cylinder, respectively, and a valve in the casing having means for simultaneously placing the train pipe in connection wit-h the auxiliary reservoir and for closing the ports, or for placing the train pipe directly in communication with the auxiliary reservoir and for c0nnecting the triple valve and the port of the brake cylinder with the port leading to the atmosphere, a means for operating the valve, and stops on the casing for engagement by the said means to hold the said valve in either position.

9. A controlling valve for an air brake system adapted to be arranged within a car, and interposed in the connection between the triple valve and the train pipe, and in the connection between the triple valve and the auxiliary reservoir and having ports communicating with the atmosphere and with the brake cylinder, respectively, and a valve in the casing having means for simultaneously placing the train pipe in connection with the triple valve and the triple valve in communication with the auxiliary reservoir and for closing the said ports, or for placing the train pipe directly in communication with the auxiliary reservoir and for connecting the triple valve and the port of the brake cylinder with the port leading to the atmosphere.

SEAL ER S. SMITH. lVitnesses EMMA C. Fosrnn, WM. I-l. SALISBURY.

Copies of this patent may be obtained for five cents each, by addressing the Sommissioner of Patents, Washington, I). G. 

